US7346443B2 - Method of servo-control in a braking system having electric brakes - Google Patents
Method of servo-control in a braking system having electric brakes Download PDFInfo
- Publication number
- US7346443B2 US7346443B2 US11/372,090 US37209006A US7346443B2 US 7346443 B2 US7346443 B2 US 7346443B2 US 37209006 A US37209006 A US 37209006A US 7346443 B2 US7346443 B2 US 7346443B2
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- United States
- Prior art keywords
- pusher
- setpoint
- force
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- 238000000034 method Methods 0.000 title claims abstract description 25
- 230000001131 transforming effect Effects 0.000 claims abstract description 3
- 238000006073 displacement reaction Methods 0.000 description 11
- 230000003068 static effect Effects 0.000 description 9
- 238000005259 measurement Methods 0.000 description 7
- 230000000737 periodic effect Effects 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 230000033001 locomotion Effects 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 230000010006 flight Effects 0.000 description 2
- 238000012546 transfer Methods 0.000 description 2
- 230000001133 acceleration Effects 0.000 description 1
- 238000012937 correction Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 230000001939 inductive effect Effects 0.000 description 1
- 238000012423 maintenance Methods 0.000 description 1
- 230000000717 retained effect Effects 0.000 description 1
- 230000006641 stabilisation Effects 0.000 description 1
- 238000011105 stabilization Methods 0.000 description 1
- 238000013519 translation Methods 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
- B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
- B60T13/741—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on an ultimate actuator
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
- B60T8/00—Arrangements for adjusting wheel-braking force to meet varying vehicular or ground-surface conditions, e.g. limiting or varying distribution of braking force
- B60T8/17—Using electrical or electronic regulation means to control braking
- B60T8/1701—Braking or traction control means specially adapted for particular types of vehicles
- B60T8/1703—Braking or traction control means specially adapted for particular types of vehicles for aircrafts
Definitions
- the invention relates to a method of servo-control in a braking system having electric brakes.
- Modern aircraft have braking systems including electric brakes provided with electromechanical actuators.
- Each actuator comprises a pusher facing a stack of disks and moved under drive from an electric motor to apply a braking force on the stack of disks in selective manner.
- Such brakes are generally under force control based on a braking setpoint.
- the invention applies more particularly to an actuator provided with a sensor for sensing pusher position, but not including a force sensor capable of measuring the force applied by the pusher against the stack of disks.
- the braking setpoint can be converted into a position setpoint, whereupon position servo-control can be performed.
- the servo-control that is implemented generally depends on parameters, relationships, and models that are estimated a priori. However, the conditions under which a brake operates can change during the lifetime of the brake, thus making servo-control thereof less accurate.
- An object of the invention is to provide a method for countering a possible drop in servo-control performance during the lifetime of a brake.
- the invention provides a method of servo-control in a vehicle brake system including at least one electric brake having at least one actuator comprising a pusher facing friction elements and driven by an electric motor to apply a force selectively against the friction elements in response to a braking setpoint, the method making use of a plurality of relationships between various operating parameters of the actuator including a relationship between a pusher position and a corresponding force applied by the pusher to the friction elements, and according to the invention, the method includes the step of adjusting said particular relationship between position and force.
- the adjustment step comprises the following operations:
- said operating conditions comprise moving the pusher at constant speed.
- the operating conditions include one or more pauses in the position of the pusher.
- said operating conditions comprise periodically displacing the pusher with small amplitude about an operating point.
- the periodic displacement is implemented in superposition on a controlled displacement of the pusher in response to the braking setpoint.
- the adjustment step is implemented at least once per utilization cycle of the vehicle.
- FIG. 1 is a section view of an electric brake having electromechanical actuators
- FIG. 2 is a block diagram of the servo-control used for controlling the actuators
- FIG. 3A is a graph showing how the position (bold line) and the power supply current (fine line) vary as a function of time in a first particular implementation of the method of the invention
- FIG. 3B is a graph showing how the relationship between force and pusher position is adjusted in the first implementation
- FIG. 4A is a graph showing variation in the position (bold line) and in the power supply current (fine line) vary as a function of time in a second particular implementation of the method of the invention
- FIG. 4B is a graph showing how the relationship between force and pusher position is adjusted in the second implementation
- FIG. 4C is a graph showing variation as a function of time in a position setpoint used in a first embodiement of the second particular implementation of the invention.
- FIG. 4D is a graph showing variation as a function of time in a position setpoint used in a second embodiement of the second particular implementation of the invention.
- FIG. 4E is a graph showing variation as a function of time in the power supply current of the actuator in association with the position setpoint of FIG. 5A .
- FIG. 5A is a graph showing variation in the position (bold line) and the power supply current (fine line) vary as a function of time in a third particular implementation of the method of the invention.
- FIG. 5B is a graph showing how a force/position pair is obtained in the third implementation.
- Each of the braked wheels comprises a rim 5 suitable for receiving a tire (not shown) and mounted to rotate on an axle 6 carried by one of the undercarriages of the aircraft.
- the axle 6 has mounted thereon a ring 7 carrying actuators 8 .
- a torsion tube 9 is secured to the ring 7 and extends into the rim 5 and terminates with a backstop 10 .
- the ring 7 , and thus the torsion tube 9 are prevented from turning relative to the axis 6 by keying means (not shown).
- Each of the actuators 8 comprises a body 12 in which a pusher 13 is mounted facing the stack of disks 11 to move linearly under drive from an electric motor contained inside the body 11 so as to apply a force selectively to the stack of disks 11 , which force, by inducing friction forces between the rotors and the stators in the stack of disks, contributes to slowing down rotation of the rim 5 , thereby braking the aircraft.
- Each of the actuators 8 includes a position sensor 14 for measuring the linear displacements of the pusher 13 .
- the actuators 8 are associated with a control module 50 capable of operating in a controlled mode in which each pusher 13 is moved relative to the stack of disks 11 by the associated electric motor in response to a braking setpoint which is generated in particular on the basis of signals coming from brake pedals 51 actuated by the pilot.
- the torque imposed by the motor on the motor and gearbox unit for transforming the rotary motion of the motor into linear movement in translation of the pusher is directly proportional to the magnitude of the current feeding the motor.
- Cem the electromagnetic torque
- K is a proportionality coefficient
- i the power supply current drawn by the electric motor.
- the control module 50 is adapted to servo-control the actuators in the manner illustrated by FIG. 2 .
- the braking setpoint F is initially transformed into a position setpoint x .
- a relationship R between the position of the pusher 13 and the force exerted by the pusher 13 on the stack of disks 11 is made of a relationship R between the position of the pusher 13 and the force exerted by the pusher 13 on the stack of disks 11 .
- This setpoint x forms the input to a position feedback loop. This setpoint is subtracted from the position x of the pusher 13 as measured by the position sensor 14 .
- the resulting difference ⁇ x is processed by a first transfer function G of the PID (proportional integral differential) type so as to be transformed into a current setpoint ⁇ .
- This setpoint has subtracted therefrom the current i as measured by the current sensor 15 which in this case is integrated in the control module 50 .
- the resulting difference ⁇ i is then processed by a transfer function H (a PID) and is then delivered to the electric motor of the actuator.
- forces F p corresponding to a plurality of positions x p of the pusher are estimated, and the resulting estimated pairs (x p , F p ) are used for adjusting the relationship R between position and force, e.g. by using a conventional regression method.
- the pusher 13 is caused to advance at constant speed.
- the current i 0 is visible on the fine line curve for current. It is the constant current taken by the motor before the pusher 13 comes into contact with the stack of disks 11 .
- the corresponding power supply current i p is measured while the pusher 13 continues to move at constant speed.
- This adjustment step is preferably implemented after the undercarriages have been lowered and before the aircraft lands.
- the relationship R between position and force is readjusted prior to each landing so as to take account of the state of wear of the disks.
- the corresponding power supply current i p is measured while the pusher 13 is held stationary in said position. Under such conditions, the inertial torque Ci and the viscous friction torque Cfv are zero.
- the pusher 13 is caused to move with some number of pauses during which the pusher 13 remains stationary.
- the position x p and the current i p that correspond to an instant t p taken during one of these pauses.
- the inertial torque, the static friction torque Cfs, and the viscous friction torque Cfv have an average value of zero, such that on average the useful torque Cu is directly equal to the electromagnetic torque Cem.
- the power supply current i j is measured at a variety of positions x j .
- the resulting pairs (x j , i j ) are represented by points in the graph of FIG. 5B .
- the displacement setpoint becomes about 1.6 millimeters for a stack of new disks and about 2.3 millimeters for a stack of worn disks, giving differences of the order of ⁇ 15% relative to the setpoint obtained from a non-adjusted relationship.
- this adjustment serves to avoid applying pointless excess pressure to the stack of disks, pointlessly fatiguing the brake and prematurely wearing down the disks, and at the other extreme it avoids applying insufficient force, leading to poor braking performance.
- the adjustment step is implemented on each flight of the aircraft, i.e. on each utilization cycle thereof, the adjustment step could be implemented in other circumstances, for example in response to the friction elements crossing a wear threshold, or indeed periodically, once every ten flights or 100 flights, or when replacing friction elements, or indeed when performing maintenance in a workshop.
- the braking setpoint as described herein is a force setpoint, it is also possible to apply the invention when the setpoint is expressed in terms of a percentage of a maximum force.
- the pusher 13 is initially caused to advance at constant speed.
- the current i 0 is visible on the fine line curve for current. It is the constant current taken by the motor before the pusher 13 comes into contact with the stack of disks 11 .
- displacement is imparted to the pusher 13 that includes a certain number of pauses during which the pusher 13 remains stationary.
- FIG. 3A there can be seen, for an instant t p taken during one of these pauses, the corresponding position x p and current i p .
- the pusher is caused to advance at a speed that is constant, but nevertheless high in order to save time. Under such circumstances, viscous friction can no longer be neglected, but is incorporated in the current i 0 .
- the position pauses are obtained by using a position setpoint x that includes pauses.
- the position setpoint x includes an initial portion of pusher displacement at constant speed, thus making it possible to measure the current i 0 .
- the actuator can be servo-controlled directly in position, it then suffices to use the position setpoint x as shown in FIG. 4C . Otherwise, it suffices to transform the position setpoint x into a corresponding force setpoint by using the relationship that is the inverse of relationship R.
- the position setpoints are obtained by using a position setpoint x that increases indefinitely at constant speed.
- the power supply current necessary for tracking the position setpoint x increases in substantially linear manner starting from the instant of contact (taken as the time origin on the graph) up to an instant t* at which the current has reached the threshold of the maximum available current I max .
- the current i stabilizes at the value I max , which implies that the pusher stops, as can be seen in FIG. 4D , thus providing it with a pause in position.
- the maximum available current threshold depends:
- the position of the pusher is paused as often as is necessary for acquiring sufficient pairs to be able to adjust the relationship R.
- one pause might be sufficient if the relationship R depends on one parameter only that can be determined by means of the torque threshold (x p , F p ) measured by means of performing a single pause. Nevertheless, and preferably, a plurality of pauses are preferably implemented.
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- Engineering & Computer Science (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Aviation & Aerospace Engineering (AREA)
- Braking Arrangements (AREA)
- Braking Systems And Boosters (AREA)
Abstract
Description
-
- operating the brake under operating conditions in which the force applied by the pusher against the friction elements depends essentially on a power supply current flowing through the electric motor;
- in one or more positions of the pusher, measuring the power supply current of the electric motor, and deducing a corresponding force therefrom; and
- from the position and force pairs determined in this way, deducing a correction for the relationship between position and force.
Cem=Ci+Cfs+Cfv+Cu
where:
-
- Ci is the inertial torque;
- Cfs is the static friction torque;
- Cfv is the viscous friction torque; and
- Cu is the useful torque.
Cf=K·i 0
Cu=K·(i−i 0)
F p =K·(i p −i 0)/aη
F p =K·i p /a·η
F p =K·i p /aη′
where ip in this case is an average of the power supply current during the periodic displacement of the pusher, and η′ is a weighted efficiency taking account of the fact that the efficiency of the actuator differs depending on whether the
Cf=K·i 0
Cu=K·(i−i 0)
F p =K·(i p −i 0)/aη
F p =K·i p /a·η
-
- either on structural limitations of the power supply such that the maximum available current is the maximum current that the power supply is capable of delivering;
- or else on a software limitation putting a limit on the current that can be used by the actuator at some selected level (naturally less than or equal to the maximum current that can be delivered), thus making it possible to implement a plurality of pauses, by selecting a plurality of levels for the maximum available current.
Claims (4)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/372,090 US7346443B2 (en) | 2005-02-25 | 2006-03-10 | Method of servo-control in a braking system having electric brakes |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR0501935A FR2882541B1 (en) | 2005-02-25 | 2005-02-25 | ASSEMBLY METHOD IN AN ELECTRIC BRAKE VEHICLE BRAKING SYSTEM |
FR0501935 | 2005-02-25 | ||
US11/134,361 US7349787B2 (en) | 2005-02-25 | 2005-05-23 | Method of servo-control in a braking system having electric brakes |
US11/372,090 US7346443B2 (en) | 2005-02-25 | 2006-03-10 | Method of servo-control in a braking system having electric brakes |
Related Parent Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/134,361 Continuation-In-Part US7349787B2 (en) | 2005-02-25 | 2005-05-23 | Method of servo-control in a braking system having electric brakes |
Publications (2)
Publication Number | Publication Date |
---|---|
US20060195246A1 US20060195246A1 (en) | 2006-08-31 |
US7346443B2 true US7346443B2 (en) | 2008-03-18 |
Family
ID=35033756
Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/134,361 Active 2026-04-06 US7349787B2 (en) | 2005-02-25 | 2005-05-23 | Method of servo-control in a braking system having electric brakes |
US11/372,090 Active 2025-06-19 US7346443B2 (en) | 2005-02-25 | 2006-03-10 | Method of servo-control in a braking system having electric brakes |
Family Applications Before (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US11/134,361 Active 2026-04-06 US7349787B2 (en) | 2005-02-25 | 2005-05-23 | Method of servo-control in a braking system having electric brakes |
Country Status (8)
Country | Link |
---|---|
US (2) | US7349787B2 (en) |
EP (1) | EP1695887B1 (en) |
JP (1) | JP4991164B2 (en) |
BR (1) | BRPI0600792B1 (en) |
CA (1) | CA2537393C (en) |
DE (1) | DE602006007183D1 (en) |
ES (1) | ES2325932T3 (en) |
FR (1) | FR2882541B1 (en) |
Cited By (4)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20090024290A1 (en) * | 2007-07-19 | 2009-01-22 | Messier-Bugatti | Method of controlling a vehicle brake with torque correction |
US20100049416A1 (en) * | 2007-05-30 | 2010-02-25 | Ryotaro Harada | Brake control device for electric vehicle |
US20100185376A1 (en) * | 2009-01-16 | 2010-07-22 | Messier-Bugatti | Method of controlling a vehicle brake with adaptive torque correction |
US20100181954A1 (en) * | 2009-01-16 | 2010-07-22 | Messier-Bugatti | Method of managing the steering control of an aircraft undercarriage |
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FR2927870B1 (en) * | 2008-02-27 | 2010-06-11 | Messier Bugatti | METHOD FOR CONTROLLING A VEHICLE BRAKE WITH COMPENSATION OF EXPANSION |
US20090281702A1 (en) * | 2008-05-08 | 2009-11-12 | Cahill Eric D | Resolving stack closure of a position controlled electric brake system |
JP5384974B2 (en) * | 2009-03-05 | 2014-01-08 | カヤバ工業株式会社 | Electric brake |
FR2970387B1 (en) * | 2011-01-10 | 2013-12-13 | Messier Bugatti | ELECTROMECHANICAL ACTUATOR WITH DOUBLE EXCITATION. |
EP2737621B1 (en) * | 2011-07-26 | 2021-09-01 | Moog Inc. | Electric motor clamping system |
JP5796483B2 (en) * | 2011-12-27 | 2015-10-21 | 株式会社アドヴィックス | Brake control device for vehicle |
ES2642580T3 (en) * | 2014-01-10 | 2017-11-16 | Hydro-Aire, Inc. | System and method of calculation of braking of an airplane to reduce the structural load |
US9506826B2 (en) | 2014-12-09 | 2016-11-29 | Goodrich Corporation | Open loop load force estimation systems and methods |
US9534971B2 (en) | 2014-12-09 | 2017-01-03 | Goodrich Corporation | Closed loop load force estimation systems and methods |
US9533666B2 (en) * | 2015-03-27 | 2017-01-03 | Goodrich Corporation | Brake force measurement techniques |
US9610927B2 (en) * | 2015-06-26 | 2017-04-04 | Goodrich Corporation | Systems and methods for electric brake force estimation tolerant to drivetrain stiction |
US9995354B2 (en) | 2016-07-21 | 2018-06-12 | Goodrich Corporation | Systems and methods for clamping force estimation in electromechanical brake systems |
JP6589842B2 (en) * | 2016-12-13 | 2019-10-16 | トヨタ自動車株式会社 | Electric brake system |
IT201600131985A1 (en) * | 2016-12-29 | 2018-06-29 | Freni Brembo Spa | Method of controlling a braking action that can be exercised by a brake caliper on a mechanical movement organ of a vehicle and its control system. |
US10843793B2 (en) | 2017-05-31 | 2020-11-24 | Simmonds Precision Products, Inc. | Electronic braking arrangements |
AT523549A1 (en) * | 2020-03-13 | 2021-09-15 | Greenbrakes Gmbh | ELECTROMECHANICAL BRAKING SYSTEM |
CN114936496B (en) * | 2022-05-23 | 2023-04-25 | 中国矿业大学(北京) | Clutch friction torque prediction method based on lumped parameters and finite difference |
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US6000507A (en) | 1995-09-30 | 1999-12-14 | Itt Manufacturing Enterprises Inc. | Control or adjustment system for a wheel brake operated by an electric motor |
US6178369B1 (en) | 1998-01-30 | 2001-01-23 | Continental Teves Ag & Co., Ohg | Method and regulating system for applying defined actuating forces |
US20010030462A1 (en) | 1999-12-14 | 2001-10-18 | Delphi Technologies, Inc. | Estimated electric caliper clamp force based upon actuator motor position |
EP1186495A1 (en) | 2000-09-06 | 2002-03-13 | Nissan Motor Company, Limited | Braking force control apparatus |
US20040232762A1 (en) | 2001-07-31 | 2004-11-25 | Christof Maron | Method for establising the relationship between actuator position and actuator tensioning force |
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JP3893753B2 (en) * | 1997-12-16 | 2007-03-14 | トヨタ自動車株式会社 | Electric brake device |
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JP3695171B2 (en) * | 1998-09-18 | 2005-09-14 | トヨタ自動車株式会社 | Electric brake device for vehicle |
JP2001080496A (en) * | 1999-09-17 | 2001-03-27 | Nissan Motor Co Ltd | Electric brake system |
JP2002070900A (en) * | 2000-08-31 | 2002-03-08 | Tokico Ltd | Electric disk brake device |
JP2003083373A (en) * | 2001-09-07 | 2003-03-19 | Akebono Brake Ind Co Ltd | Electric brake controlling method |
-
2005
- 2005-02-25 FR FR0501935A patent/FR2882541B1/en not_active Expired - Fee Related
- 2005-05-23 US US11/134,361 patent/US7349787B2/en active Active
-
2006
- 2006-02-22 DE DE602006007183T patent/DE602006007183D1/en active Active
- 2006-02-22 ES ES06290301T patent/ES2325932T3/en active Active
- 2006-02-22 EP EP06290301A patent/EP1695887B1/en active Active
- 2006-02-23 BR BRPI0600792-9A patent/BRPI0600792B1/en not_active IP Right Cessation
- 2006-02-24 CA CA002537393A patent/CA2537393C/en not_active Expired - Fee Related
- 2006-02-24 JP JP2006048531A patent/JP4991164B2/en active Active
- 2006-03-10 US US11/372,090 patent/US7346443B2/en active Active
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US6000507A (en) | 1995-09-30 | 1999-12-14 | Itt Manufacturing Enterprises Inc. | Control or adjustment system for a wheel brake operated by an electric motor |
US6178369B1 (en) | 1998-01-30 | 2001-01-23 | Continental Teves Ag & Co., Ohg | Method and regulating system for applying defined actuating forces |
US20010030462A1 (en) | 1999-12-14 | 2001-10-18 | Delphi Technologies, Inc. | Estimated electric caliper clamp force based upon actuator motor position |
EP1186495A1 (en) | 2000-09-06 | 2002-03-13 | Nissan Motor Company, Limited | Braking force control apparatus |
US20040232762A1 (en) | 2001-07-31 | 2004-11-25 | Christof Maron | Method for establising the relationship between actuator position and actuator tensioning force |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20100049416A1 (en) * | 2007-05-30 | 2010-02-25 | Ryotaro Harada | Brake control device for electric vehicle |
US8010271B2 (en) * | 2007-05-30 | 2011-08-30 | Mitsubishi Electric Corporation | Brake control device for electric vehicle |
US20090024290A1 (en) * | 2007-07-19 | 2009-01-22 | Messier-Bugatti | Method of controlling a vehicle brake with torque correction |
US8290676B2 (en) * | 2007-07-19 | 2012-10-16 | Messier-Bugatti-Dowty | Method of controlling a vehicle brake with torque correction |
US20100185376A1 (en) * | 2009-01-16 | 2010-07-22 | Messier-Bugatti | Method of controlling a vehicle brake with adaptive torque correction |
US20100181954A1 (en) * | 2009-01-16 | 2010-07-22 | Messier-Bugatti | Method of managing the steering control of an aircraft undercarriage |
US8384330B2 (en) * | 2009-01-16 | 2013-02-26 | Messier-Bugatti-Dowty | Method of managing the steering control of an aircraft undercarriage |
US9026332B2 (en) | 2009-01-16 | 2015-05-05 | Messier-Bugatti-Dowty | Method of controlling a vehicle brake with adaptive torque correction |
Also Published As
Publication number | Publication date |
---|---|
JP2006232270A (en) | 2006-09-07 |
US20060195246A1 (en) | 2006-08-31 |
US7349787B2 (en) | 2008-03-25 |
FR2882541B1 (en) | 2009-01-16 |
BRPI0600792B1 (en) | 2019-05-28 |
EP1695887B1 (en) | 2009-06-10 |
BRPI0600792A (en) | 2006-10-24 |
DE602006007183D1 (en) | 2009-07-23 |
CA2537393C (en) | 2008-10-07 |
JP4991164B2 (en) | 2012-08-01 |
CA2537393A1 (en) | 2006-08-25 |
US20060195244A1 (en) | 2006-08-31 |
EP1695887A1 (en) | 2006-08-30 |
ES2325932T3 (en) | 2009-09-24 |
FR2882541A1 (en) | 2006-09-01 |
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